Supercharger control system



Oct. 19, 1948- w. E. JOHNSON SUPERCHARGER CONTROL SYSTEM Filed Jan. 28. 1942 3 Sheets-Sheet 1 Q22 utbhhukl kkaim kZQQU $502M 45K :05 zukwa x25. 46 wkEZw 6.) His Attorney Oct. 19, 1948 w. E. JoHNsbN 1,

SUPERCHARGERQ CONTROL SYSTEM Filed Jan. 28, 1942 3 Sheets-Sheet 2 DRIVEN FROM ENGINE JRANK SHAF T I ll Ila My JV a) v I Y His Attorn 1948- w. E. JOHNSON K 2,451,835

SUPERCHARGER CONTROL SYSTEM Filed Jan. 28, 1942 :5 Sheets-Sheet s T0 0:1. TANK rnon 011m" Inventor: Wilfrid E. Johnson,

y His Attorney.

Patented Oct. 19, 194stv Wili'rid E. Johnson, Marblehead, Masa, asslgnor to Genera-[Electric Company, a corporation of N ew- York Application January28, 1942, Serial No. 428,570

In connection with aircraft for operation at high altitudes, for example altitudes of the order of 8,000 feet and higher, it is'known to provide a supercharger for supplying air to the cabin of the aircraft to maintain in the cabin a pressure of a desired value. a 1

- My invention relates to the operation and con-' trolof. 'such' superchargers and has for its ob- Ject to provide system. I

For a consideration of what I believe to be novel, and my invention, attention is directed to the following speciflcation and the. claims appended thereto. a p In the drawing, Fig. l isa diagrammatic view of a system embodying my invention; Fig. 2 is a sectional view ofa centrifugal compressor and associated drive and control mechanisms, the section being taken on line 2-2, Fig. 3; Fig; 3 is a front view, with parts broken away, of the construction shown in'Fig. 2, the line'J-3 'and the arrows in Fig. 2v indicating the plane .and direction of the view; Fig. 4 is a detail sectional view of a spring coupling taken on line. 4-4, Fig. 2; Fig. 5 is a view similar to Fig. 4 but showing the parts indifferent relative positions; Fig.

6 is a sectional view taken on line 6-6, Fig. 3;

Fig. Us a sectional view through the fluid coupling and the overspeed' governor, associated therewith; Fig. "7a is a detail sectional view taken on line la-Ta, Fig. 7; Fig. 8 is a sectional view taken on line 8--8, Fig. 1; and Fig.9 is a detail view of a modification.

Fig. 1 is a diagrammatic view and shows the functional association of the structures illustrated in Figs. 2 to 8 inclusive. In Fig. l, certain of the parts have beenplacedin relative positions other than those which they occupy in Figs.

tem; also, certain parts are shown more or less diagrammatically as to structure.

Referring to the drawing, l indicates the cabin of an aircraft to which air is supplied through a conduit 2, one'end of which opens into the cabin'and the other end of which is connected to the discharge conduit 3 of a centrifugal'com pressor or supercharger 4, the inlet conduit of which is indicated at ,5. Overfthe discharge end of conduit 21s a flap valve 6 which is hinged as indicated at 1 and biased to closed position an improved supercharger control i 2: Claims. (01. 98 1.5)

The desired pressure is maintained in the cabin by a suitable adjustable automatic discharge valve. This is indicated diagrammatically as comprising valve head Iv controlling an opening it in the cabin wall, and having its stem connected to Sylphon bellows l I which is subjected to cabin pressure. The cabin pressure acting on bellows H collapses the bellows to an extent such that valve head 9 is positioned to permit escape of air from the cabin at a rate to maintain in the cabin the desired pressure. It the pressure in the cabin decreases below the desired value, the

discharge valve automatically closes to prevent further escape of. air from the cabin. The automatic discharge valve and its manner of functioning form no part of my present invention.

Such valves are known. Accordingly, it has been illustrated only diagrammatically." It will be understood that my invention is to be carried out in connection with an airplane cabin having an automatic discharge valve which functions in the manner. indicated and which is capable of being adjusted or which adjusts itself automatically for the desired cabin pressures at various altitudes.

The compressor, in the present instance a twostage centrifugal compressor, is shown in section in Fig. 2. It comprises a hollow shaft I 2 on which are mounted the first-stage impeller 13 and the second-stage impeller 14 positioned in a compressor casing I5. The diflusers for the respective stages are indicated at l6 and II. The shaft is carried in suitable bearings l8 and I8 mounted in the compressor casing walls. Between the two 4 stages of the compressor is a diaphragm 20 between which and the shaft is a suitable packing 2| for preventing leakage from one stage to the 2 to 8 in order to more clearly illustrate the sys- Iother. At the points where shaft l2 passes through the casing are leakage preventing packings' 22 and 23. A central portion of packing 22 is connected by a'passage 24 to a point in the compressor casing on thedischarge side of the first stage. and a central point of packing 22 is connected by passa e 25- to a point on the discharge side of the second stage of the compressor.

I Thesepassag'es serve to supply air to central by a spring 8. This forms a safety valve which closes to prevent back flow from the cabin through conduit-2. Whenthe supercharger 4 is running, valve 6 is held open by the flow of airthrough conduit 2. 4

points of the packings at pressures higher than those existing at the inner ends of such packings- This serves to prevent oil vapor or fumes from being suckedinto the compressor and being dis charged along with the air into the cabin. The compressor bearings are lubricated by splash lubrication. At 20 is'a cup which collects lubricant and discharges it to the inside of shaft l2 through which it is conveyed to bearing l9.

casing, and the lower portion of which forms an.

oil sump. Casing 28 is formed by an annular wall, as shown in Fig. 2, the end of which is closed by a cover 29.

The details of construction of the centrifugal compressor form no part of my present invention. The construction illustrated is to be taken as typical of any suitable centrifugal compressor or supercharger.

In casing 29 is a web 36 in which is mounted a bearing 3|. Carried in bearing 3| and an adjacent bearing 32 mounted in cover 29 is a shaft 33 on which is mounted a gear wheel 34. a pressure pump 35 and a scavenger pump 36. Gear wheel 34 meshes with a pinion 31 on the impeller half of a fluid coupling 39. On the runner half of fluid coupling 38 is a gear wheel 39 which meshes with a pinion 40 on compressor'shaft l2. Shaft 33 is connected through a coupling 4| with a shaft 42 driven from the crank shaft of an airplane engine. Thus, it will be seen that the compressor is driven by double step-up gearing, there being a fluid coupling interposed between the two parts of the step-up gearing, i. e., between gears 34 and 31 on the one side and gears 39 and 49 on the other side. This is well shown diagrammatically in Fig. 1.

Pressure pump 35 and scavenger pump 36 may be of any suitable rotary type. The specific constructions of these pumps form no part of the present invention. They are accordingly illustrated only in outline.

Referring to Fig. 1, pressure pump 35' has its inlet side connected by a pipe Me to a suitable source of oil supply, such as the engine oil tank indicated at 42a. The discharge side of pressure pump 35 is connected by a pipe 44 to a suitable filter 45. The outlet side of filter 45 is connected by a. pipe 46 to a pressure relief valve 41 which in turn is connected by a conduit 48 ,to the inlet side of a regulating valve 49. The outlet side of regulating valve 49 is connected by a pipe 66 to fluid coupling 36. Thus, the pressure pump serves to supply 011 under pressure from tank 42 to the fluid coupling, the supply being under control of relief valve 41 and regulating valve 49. scavenger pump has its inlet side connected by a pipe to the lower portion of casing 26 and its discharge side connected by a pipe 52 to the enthe pipe line. with a pipe line 54 from the lubricating system of the engine, the pipe line leading from the oil tank to the engine being indicated at 55. The dot and dash line A indicates the approximate level of oil in the bottom of casing 26. Scavenger pump 36 serves to continuously take oil from the sump in the bottom of casing 29 and return it through the cooler to the engine oil tank 42a.

Referring now to Fig. 3, the end of shaft 33 is there shown in section, and the respective pipes Ma, 44, 5| and 52 are shown connected to the respective pumps which are indicated in dotted lines inside the casing and beyond a cap plate 56, which cap plate is shown in section in Fig. 2.

The flow of oil through pressure pump 35 is indicated by dotted arrows in Fig. 2 and the flow of oil through the scavenger pump 36 is indicated by full line arrows in Fig. 2.

' Referring now to Fig. 6, it will be seen that relief valve 41 and regulating valve 49, which are shown diagrammatically in F18. 1 as being The spaced apart, are built as a unitary structure, and are located inside casing 26, being supported on cover 29. The relief valve 41 comprises a suitable casing having therein a valve head 51 which is biased by a spring 56 against a seat 59. The inner end of valve head 51 is exposed to the pressure of the oil from the pressure pump. In case' the pressure exceeds a predetermined value, valve head 51 is forced from its seat by such pressure to permit discharge of oil past the valve and out of the end of the valve easing into casing 28 where it finds its way to the sump at the bottom of the casing. Thus, relief valve 41 serves to maintain substantially constant the pressure of the oil supplied by pressure pump 35 to the regulating valve. The connection between relief valve 41 and regulating valve 49 which in Fig. l is shown diagrammatically as a pipe 49 is in the form of a conduit 48, as shown in Fig. 6. This conduit connects with the inlet chamber 60 of the regulating valve through a passage 6|. From inlet chamber 66 oil flows past a valve seat 62 to an outlet chamber 63 from whence it is discharged to pipe 56 which is shown as a circle in Fig. 6 and in dotted lines in Fig. 3. The casing of regulating valve 49 is located in. a flanged opening in cover plate 29, being fastened therein by a ring of bolts 64. The valve casing is provided with walls which define two spaced cylinders 65 and 66 located at opposed ends of the casing on opposite sides of valve seat 52. In the valve casing is a valve body 69 having at its two ends portions forming pistons 61 and 68 located inv cylinders 65 and 66, respectively, and an intermediat portion whichforms the valve body proper and which cooperates with valve seat 62 to control the flow of oil from inlet chamber 66 to outlet chamber 63. The valve body is hollow and located therein is a. pilot valve 10 which serves to control flow of oil to cylinders 65 and 66. The central portion of the chamber in the valve body is enlarged to provide an oil pressure chamber 1| which surrounds valve head 12 of the pilot valve and is connected by a port 13 to inlet chamber 60. The pilot valve on each side of valve head 12 is reduced in diameter to provide annular chambers 14 and 15 which are connected by ports 16 and 11 to cylinders 65 and 66, respectively. The ends of pilot valve head 12 cooperate with the adjacent ends of pressure chamber 1| to control flow of oil through pressure chamber 1| to cylinders 65 and 66. As viewed in Fig. 6, if the pilot valve moves toward the right, the righthand end of pilot valve head 12 moves in the bore of the valve body while the left-hand end moves away from the left-hand end of pressure chamber 1|, thus connecting pressure chamber 1| through port 16 to cylinder 65, to admit oil pressure to cylinder 65 behind the piston and effect movement of the piston toward the right, thepiston moving until flow of oil is again cut off by the pilot valve head. Movement of the pilot valve in the opposite direction serves to connect the pressure chamber through port 11 to cylinder 66, thus serving to effect movement of the valve body toward the left. when the'pilot valve is in the position shown in Fig. 6, flow of oil from pressure chamber 1| to both cylinders 65 and 66 is cut oi! so that the valve body is stationary. Movement of valve body 69 is limited by pistons 61 and 66 engaging the ends of cylinders 65 and 66. Cylinder 65 is connected by a drain opening 16 to casing 26 and cylinder 66 is similarly connected to casing 26 by a drain opening 16. Drain openings 1! and 16 are relatively small in diameter compared to ports I and 11 so they do ,not prevent the building up of pressure in the respective cylindersto effect movement of the valve body: but at the same time, when the valve'body is stationary, permit eventually the oil to drain out of the cylinders. This is desirable in order that the valve body may respond promptly to the building up of oil pressure in one or the other of the cylinders. The valve body is provided with extensions 30 which project through the respective heads of the valve casing and serve to guide movement of the valve body. These extensions 30 are hollow and extending out through them are extensions of the pilot valve. On the left-hand extension of the pilot valve (Figs. 1, 3 and 6) is a flxed collar 3| which, as hereinafter explained, is used to effect manual closing of the regulating valve. The arrangement, including the pilot valve I0. the pistons 01 and 00, and the cylinders 65 and 60, forms a fluid actuated motor or servomotor by means of which valve body 60 is positioned.

From another viewpoint, the regulating valve 49 comprises a casing which forms a cylindrical horizontally arranged bore with axially spaced inlet and outlet ports and a movable valve body for controlling the flow of fluid under pressure through said ports. The valve body, which is cated in a bore of the valve body and having heads for controlling the flow of fluid under pressure from the inlet port of the casing to said pressure chambers through channels I3. I6. 11 in the valve body. Thus the cylindrical extensions of the valve body together with the cylindrical end portions of the casing form servomotor means for hydraulically positioning the valve body using as operating medium some of th fluid, the flow of which is to be controlled. The supply of fluid under pressure,to the pressure chambers is controlled by a pilot valve cated within a bore of the valve body. Such arrangement is very compact and light in struc ture and therefore particularly applicable to air thereto by a plurality of spaced studs 82 is a pressure responsive device in the form of'a casing 83,

comprising two halves between which is fastened portion of the diaphragm is a pair of metal stiflening disks 05, the central portion of one of which is in the form of a cup 85 over which is' fastened a U-shaped yoke 81. Carried by yoke 01 is a piston 38 which moves in and has an air tight fit with a cylinder 89 carried by casing 83.

Fixedover cylinder is a double walled protec tive housing 80. the walls of which are provided with openings which are out of line with each 65 pilot valve 10. there is located between the two a pin 9I' which at one end engages the interior of cup and at the other end engages the end of the stem of the pilot valve. Pin 9| is guided in a sleeve 92 suitably attached to a wall 'of 75 5- comprwsion spring 94. Attached to the other end of compression spring 04 is a head 03 which engages the end of an adjustable pin 38 located in the end wall of a spring housing 31 attached to the regulating valve casing and forming a housl0 ing for spring 84. By means of pin 00. the tension of spring 8| may be adjusted and fixed in adjustment by set nut 00. I

Connected to casing 33 on opposite sides of diaphragm 80 are pipes I00 and IN.

of which isa rotary by-pass valve I03 to the end of which is attached a cam I04. Cam I04 bears against a pin I03 which extends outwardly from the end of a crank arm I03a fixed on one 2 end of a shaft I03 carried in bearings.l0'|, Figs.

.3 and 6. 0n the other end of shaft I00 is a crank arm I08 having a yoke at its outer end which engages collar 0| on the stem of pilot valve I0 (see Fig. 3). Pin I0! is biased into engagezk ment with cam I04 by a coiled spring I09. With this arrangement, when valve I03 is turned, it may eflect movement of pilot valve I0 toward the right'as viewed in Fig. 6 and closing movement of the regulating valve through the intermediary so of shaft I00 and the parts attached thereto.

The arrangement of these parts is best shown in Fig. 3 and diagrammatically in Fig. 1.

Valve I03 (see Figs. 1 and 8) comprises a valve casing H0 in which is located a valve member III which controls a by-pass between pipes I00 and II. For the purpose of the diagram, the connection between the pipes I00 and MI and valve I03 is shown as being in the form of two pipes I I2 and H3. Actually, the connection is in 40 the form of passages which extend from casing I02 to the valve casing I 03, as shown in dotted lines in Fig. 6. Valve member III is carried on a valve stem Ill on one end oi which is attached the cam I04. The valve member III has a volute surface IIS and a concentric surface IIB. It

stands in line with conduit H3 and, as shown in Figs. 1 and 8, concentric surface H8 is adapted to cover the end of conduit Iii to cut of! com- .munication between it and pipe H2 and it is 59 adapted to be turned to connect conduitJ I3 to conduit II2 through the space provided by the volute surface H5. As will be seen particularly from Fig. 8, this space varies in radial extent. .Assuming that valve head III is turned in a clockwise direction as viewed in Fig. 8, first the a flexible diaphragm 34. Fixed to the central end of conduit 3 is gradually uncovered by concentricsurface IIB, after which it is connectedto conduit I I Z by a narrower portion of the space deflned byvolute surface IIII. Then, as

60 valve head III continues to turn,.the space connecting the conduits gradually becomes wider. I By this arrangement. valve I03 functions to bypass or short-circuit diaphragm 84 by varying amounts. Valve member I II may be turned in any suitable way. In the present instance. it is shown as being operated by a reversing electric motor III through the intermediary of a gearing 3. In Fig. 3, the motor and gearing are shown as being enclosed in a common-casing. The gearing may be of any suitable type which will give the necessary speed reduction. Motor ill (se Fig. 1) is controlled by a manually operated switch arm H9 adapted to be moved'into en-' gagement with contact .I nor contact III or to be set permanently into engagement with a conl'hese 1 pipes extend through a casing I02 at one side tact I22 connected in the motor circuit in parallel with contact I2I. Switch arm II9 is biased to an intermediate open switch position by a spring I23. In the motor circuits are limit switches I24 and I25 adapted to be operated by an arm I26 on valve shaft II4. These limit switches serve to limit the extent of movement of valve member III in each direction, the total movement in the operation of the system being somewhat less than 300 degrees, in the present instance.

Pipes I and IOI connect with a device 2a in' discharge conduit 2 which creates a pressure difference which is proportional to the rate of flow of air through the conduit. In the present instance, a pressure difference creating device in the form of a double venturi is shown, pipe IOI being connected to the throat 2b of the venturi and pipe I00 being connected to the high pressure side 20 of the venturi. Thus, diaphragm 84 is subjected to a pressure difference which bears a definite relation to the rate of fiow of air through conduit 2, the higher pressure being on the left-hand side of diaphragm 84, as shown in Fig. 1, and acting in a direction to tend to move the regulating valve 49 toward closed position.

The purpose of valve I03 is to vary the .percentage of the pressure difference created by double venturi 2a which is applied to diaphragm 84. When valve member III covers the end of conduit II3 as shown in Fig. 1, diaphragm 34 is subjected to the total pressure difference. As valve member III is turned to first gradually uncover the end of conduit H3 and then to increase the area of the space directly over the end of conduit II3, the area of the passage connecting conduit II3 to conduit H2 is gradually increased to reduce the pressure difference across these conduits and therefore ,across the control diaphragm.

The forces on pilot valve are composed of the following components: the net outward force of biasing piston 83, due to the fact that its outer surface is exposed to atmospheric pressure and its inner surface is exposed to a higher pressure which is substantially equal to that in the airplane cabin; the inward force of plunger 9I, due to the fact that its inner end is exposed to airplane cabin pressure and its outer end is exposed to atmospheric pressure; the outward force of spring 34; and the inward force of diaphragm 34, due to the differential pressure created by the pressure difference creating device 2a. These forces are always in balance. By an inward force I mean a force acting toward the supercharger, i. e. toward the right in Figs. 1 and 6, and by an outward force I mean a, force acting in the opposite direction.

Referring now particularly to Fig. 7, the fluid coupling comprises an impeller I3II-flxed on a' hollow shaft I3I and a runner I32 fixed on a hollow shaft I 33. Shafts I3I and I33 are mounted in suitable bearings I34 and I35. Oil is supplied to the impeller half of the coupling through are orifices I 430. for the escape of oil from the coupling.

To protect the coupling from excessive speed, there is provided a speed governor I44 of the centrifugal weight type having a stem I43 on the inner end of which is a head I43b which slidesin a sleeve or bushing I45 fixed to shaft I3I. In

sleeve I45 are orifices I43a in alignment with oriflees I 36. The governor spring is indicated at I41 and it may be set by means of the adjustable nut I48 for the desired speed as is well understood with governors of this type. The governor spring is set so that for all normal speeds, the governor weights are stationary. In case the speed exceeds a predetermined high value, the governor weights move outwardly to effect movement of the governor stem I46 and head I43b to close gradually ports I46a, thus shutting off the supply of oil to the fluid coupling. When this occurs, the oil in the couplin fiows out through slots I42 and orifices I430, thus effecting a decrease in the speed at which impeller I drives runner I32. In theouter surface of sleeve I are grooves [45a for the passage of oil for lubricating the sleeve bearings which are located in shaft I33.

The fluid coupling illustrated is of known construction, the details of which form no part of my present invention. In operation, when the impeller half of the coupling is being rotated by the engine crankshaft and fluid (oil in the present instance) is supplied thereto, the fluid is discharged to the runner half, effecting turning movement thereof, the speed relative to that of the impeller half depending upon the amount of fluid in the coupling. Thus by regulating the rate of flow of fluid to the coupling, the rate of rotation of the runner can be regulated from a minimum speed when the supercharger is declutched to a speed equal substantially to that of the impeller when maximum fluid is being supplied. The function of regulating valve 49 is to vary the rate of flow of oil to the fluid coupling thus to regulate the speed at which the fluid coupling drives the centrifugal compressor or supercharger.

Spring coupling II which connects shaft 42 to shaft 33 is utilized to reduce the amplitude of I torsional vibration so as to protect the rotating parts in the gear case from high torque impulses. To this end, the spring coupling i so designed that the natural torsional frequency 01' the rotat- .ing parts is substantially below the minimum input vibration frequency from the engine accessory drive shaft. The coupling comprises two 55 parts. an outer or housing part I30 connected to shaft 42 and an inner part I3I connected to shaft 33. The outer part I50 is provided with spaced inwardly extending flat projections or webs I32 (see Figs. 4 and 5) which are located in circumferentially extending slots formed in triangular-shaped heads I53 which form parts of inner member III. Located between the successive webs and heads are springs I34 in the ends of which are sprin plugs I35 which engage the ends of the webs I32 and heads I53. In the present instance, three webs I52 and heads I33 and three springs I34 are shown. The springs are arranged to be stressed in succession as the torque transmitted by the I the shield I43 which forms a part of the impeller in connection with ham valv 3, a surge relief casts so .valve IBI which controls in opening I82 inconduit 2 which communicates with the atmosphere and which is connected by linkage I03 to flap valve 6. The arrangement is such that whenflap valve 8 is open. relief valveItI is closed as shown in full lines in Fig. 1 andwhen flap valve is closed, relief valve IOI is open as shown in dotted lines in Fig. 1. As an illustration of the operation,

the case of several cabin superchargers operating in parallel to supercharge a cabin may be Should an .engine' driving one of the taken. A superchargers be impaired or slowed down for any reason, it may become impossible for-such supercharger to maintain the pressure difference between the cabin pressure and the atmosphere maintained by the other supercharger operating in parallel with it. When this occurs flow through conduit 2 will decrease to a point where flap valve 8 starts to close. -When flap valve 6 starts to close, relief valve IBI starts to open-whereupon the subsequent drop in pressure in conduit 1. will permit valve 8 to close completely thus opening wide valve IiI. As a result, flow of air through the compressor will increase since conduit I is now connected through opening I02 to a region of lower pressure thus preventing pulsation and unstable operation of the compressor. Surge relief valve opening I62 is sumciently small so that when the supercharger again is brought up to speed the pressure drop through it will be sufllcient to cause a pressure to be builtup in conduit-2 somewhat greater than the cabin pressure whereupon valve 6 will again be opened'and valve IGI closed.

The operation is as follows: 7 Assume that the airplaneis on the ground and that the engine is running, thus driving pumps II and 3B and the impeller half of the fluid coupling.

In the position of the parts shown in Fig; 1, by-

pass valv III is in a position such that crank arm I08 is out of engagement with collar BI, and stands out of its path of movement, and the end of conduit H3 is just covered by the right-hand portion of concentric surface of Hi. This setting of by-pass valve- I II may correspond to the minimum air flow at which it is desirednormally to operate the supercharger, for example, 18 7 pounds of air per minute, and such minimum air -flow will be maintained automatically by diaphragm 84 which will adjust regulating valve 40 to permit sufllcient oil to-flow past it to the fluid i coupling to effect operation of the supercharger at the speed required to maintain such air flow. If the air flow through conduit 2 decreases, the pressure difference applied to diaphragm 04 from pressure diflerence creatingdevice 2a decreases.-

, ;-1-o arm I00 into engagement with collar'lI and'effect,

movement of regulating valve body 8'9 to its extreme right-hand position wherein piston 08 engage the end of cylinder 88. In this Position Of 1 the parts, which may be termed the declutching position, the fluid coupling is operated at maxi- I mum slip. The supercharger then will be turning due to the drag or the fluid coupling but at a speed such that little, if any, air will .be flowing. The arrangement is such that in this position of the regulating valve a small flow of oil takes place past it for lubricating purposes. This result may be effected either by arranging the regulating valve so that in its extreme right-hand position it is not quite closed, or by providing a 737-1 888 around the valveas shown at I80 in Fig. 9.

The regulating value is'held positively in its declutching position" against the action of spring II by crank arm I08 which in turn is positively positioned by motor I I1. It may be moved graddually away from declutching position and held positively in successive positions by operating motor I II to effect successive movements of crank arm I08 toward the left in Fig. 1, the pilot valve following movementsof arm I08 due to the action of spring 94. Thus the speed of the super-v charger may be gradually increased from the drag speed at which it'operates when the regulating valve is in declutching position through a series of speeds until crank arm I00 moves out of contact with collar II, whereupon diaphragm 84 will assume control. In other words, there is a range of speed through which the supercharger may be operated by positively positioning the regulating valve by. means of crank arm I00. This enables the operator to run the supercharger through a range of lower speeds below that which may be termed the minimum normal operating speed.

Ordinarily in airplane operation, superchargingot the cabin. i. e., supplying air to the cabin I at a pressure higher than the surrounding atmospheric pressure, is not started until an airplane has reached a-certain height, for example 8000 feet. However, at altitudes lower than this the supercharger may be used to supply the needed air for ventilating the cabin.

Assuming the parts are in the position shown in Fig. 1, and .the operator desires to prepare for 1 flight; he may leave by-pass valve member III set for minimum supercharging air flow as shown,

or he may. move switch "arm H9 in engagement with contact I20 to eflect operation of motor I" effecting a movement of pilot valve I0 toward the in a direction to set by-pass valve member III for a greater air flow, for example 20 pounds or 22 pounds per minute. If, for; example, vbar-pass valve I I I is moved'from the position shown in Fig. l to the position corresponding to twenty pounds of air per minute-then diaphragm, 84 will be moved toward; the left in Fig. 1 due-to the decrease in the differential pressure applied to it discharged through conduit 2 flows past valve 0 to the cabin. a

If, with the parts as shown in Fig. 1, switch arm I I9 is moved into engagement with either contact I2I or contact I22, motor II! will be operated to effect movement of valve member III in an anticlockwise direction as viewed from the left-hand end in Fig. 1-, whereby cam' I04 turns crank arm I054, shaft IIIBand crank arm I08 bring crank caused by the new setting of by-pass valve member III, thus moving pilot-valve 10 toward the left to effect an "opening movement of regulating valve body liil and the supplying of more oil to thefluid coupling to increase the speed of the supercharger so it will deliver the desired increased weight flow of air. Each position of by-pass valve member III correspondsto a diflerent rate of air flow; The operator may set valve member a I I I for the desired air flow.

The airplane is now ready for flight and as it leaves the ground and gains altitude the control will function automatically tomaintain the rate of flow for which by-pass valve member III is set. As the density of the air decreases, the speed of the supercharger will be increased automatically to maintain such rate of flow. If the flow of air through conduit 2 decreases, the pressure diiference applied to diaphragm 84 decreases,

effecting an opening movement of regulating valve is in the manner already described to increase the flow of oil to the fluid coupling and thus increase the speed of the supercharger. If the ilow of air through conduit 2 increases. the pressure difference applied to diaphragm 84 will increase. effecting a closing movement of regulating valve 49 to decrease the flow of oil to the fiuid coupling and thus decrease the speed of the supercharger.

The cabin may be open to atmosphere until the altitude is reached at which it is desired to begin supercharging. At this altitude the cabin is sealed after which the pressure in the cabin will be that for which the automatic discharge valve comprising bellows II is set. By-pass valve member I l I may be set initially while the airplane is on the ground for the air flow which it is desired to maintain at flying altitude or it may be set for other desired flow value and the flow then adjusted by the operator as the airplane gains altitude.

The pressure diflerence creating device 20 measures primarily volume of air flow. However, it is desired to supply to the cabin a constant weight flow of air. A function of piston 88 is to effect this result.

The outer end of piston 88 is exposed to atmospheric pressure, the pressure on it acting in opposition to spring OI. Its exposed area is chosen to compensate automatically for changes in the weight of air delivered by the supercharger du to the increase in temperature of the air flowing through the venturi 2a (and therefore increased Venturi suction for constant weight flow of air) as the aircraft ascends and as the compression ratio across the supercharger increases; for the reduction in the force of spring 94 as the aircraft ascends and the oil regulating valve moves to the left as shown in Fig. 1; and for the end thrust of plunger rod ll due to the fact that its right-hand end is exposed to atmospheric pressure whereas the end inserted in diaphragm I4 is exposed to cabin pressure. This is an important feature of my invention since by such arrangement I am enabled to supply to-the cabin substantially a constant weight flow of air.

If at any time the operator desires to shut down the supercharger he has only to move switch arm HI into engagement with contact I22 and leave it there whereupon motor III will be operated to cause cam I to turn shaft I in a direction to bring cranl; arm llll into engagement with collar ll thus moving pilot valve II to ,the right in Fig. 1 against the action of spring 9| to effect closing of regulating valve 49, thus declutchin'g the supercharger, the motor being stopped by the opening of limit switch I24. Operation of motor H1 in the other direction is limited by limit switch I25.

In some instances an airplane may be equipped with two or more cabin superchargers all of which may be operating in parallel when the airplane is at flying altitude. When each supercharger is equipped with a control embodying my invention, one or more may be easily and quickly deciutched after the manner described when the i2 If at any time the automatic control becomes disabled, for example by failure of diaphragm M. the operator, by means of his manual control, can set crank arm I" to position the regulating valve 49 to give a desired air flow.

In accordance with the provisions of the patent statutes, I have described the principle of operation of my invention. together with the apparatus which I now consider to represent the best embodiment thereof. but I desire .to have it understood that the apparatus shown in only iliustrative and that the invention may be carried out by other means.

What I claim as new and desire to secure by Letters Patent of the United States, is':

1. In combination, an aircraft cabin compressor, variable speed driving means for the compressor, regulating means for said driving means including a movable member, and means for lio-v sitioning said movable member comprising a device responsive to the rate of flow of fiuid discharged from the compressor to increase the speed of the driving means upon decreasing rate of flow and means responsive to variations of atmospheric pressure to increase said speediupon decreasing atmospheric pressure.

2. In combination, a compressor, driving means for the compressor including a variable speed fluid coupling, means including a regulating valve for regulating the flow of fluid .to the fluid coupling, means including a movable abutment for positioning said regulating valve, and means responsive to changes of rate of flow of fluid discharged from said compressor'and to atmospheric pressure changes for positioning said movable abutment toeffect increased fiow of fluid to the coupling with decreasing rate of flow of fluid from the compressor and decreasing atmospheric pressure.

3. In a control system for an aircraft cabin supercharger, the combination of a supercharger, a conduit connecting the discharge side of the supercharger to the cabin. a pressure-differencecreating device for creating a pressure difference which bears a definite relation to the rate of flow in said conduit, speed regulating means including a movable abutment for the'supercharger, conduits connecting the pressure-difierence-creat-ing device to said movable abutment. and a member responsive to atmospheric pressure acting on said abutment.

4. In a control system for an aircraft cabin supercharger. the combination of a supercharger, a conduit connecting the discharge side of the supercharger to the cabin, a pressure-differencecreating device for creating a pressure difference which bears a definite relation to the rate of fiow in said conduit, speed regulating means including a movable abutment for the sup rcharger.

conduits connecting the pressure-diiference creating device .to said movable abutment. a member responsive to atmospheric pressure acting on said abutment, and means for varying the amount of created pressure difference applied to said movable abutmcnt.

5. In a control system for an aircraft cabin supercharger, thecombination of a supercharger, a conduit connecting the discharge side of the supercharger to the cabin, a pressure-differencecrea-tingdevice for creating a pressure diifercnce which bears a definite relation to the rate of flow in said conduit. speed regulating means including a movable abutment for the supercharger, conduits connecting the pressure-differcnce-creating device to said movable abutment, and means actsupercharger, the combination of a supercharger. a conduit connecting the discharge side of the supercharger to the cabin, a pressure-dilferencee creating device in said conduit for creating a pressure difference which bears a definite relation to the rate of flow. speed regulating means.

for the supercharger including a movable abutment and a spring in opposed relation to each other. conduits connecting the pressure-difference-creating device to said abutment, and a member connected to the abutment and subjected to atmospheric pressure to compensate for varmeans for modifying said regulating means to compensate for variations in the weight of air delivered by the compressor due. to changes in density of the air.

7. In a control system for. an aircraft cabin supercharger, the combination of a supercharger,

a conduit connecting .the discharge side of the supercharger to the cabin, a pressure-diflerence-creating device in said conduit for creating a pressure difference which bears a definite relation to the rate of flow, speed regulating means for the supercharger including a movable abutment and a spring in opposed relation to each other, conduits connecting the pressure-diiference-creatin device to said abutment, and means subjected to atmospheric pressure to compensate for variations in the force of said spring.

8. In a control system for an aircraft cabin supercharger, the combination of a supercharger, a conduit connecting thedischarge side of the supercharger .to the cabin. a pressure-differencecreating device in said conduit for creating a pressure diilference .which bears a definite relation to the rate of flow, speed regulating (means for the supercharger including a movableabutmentand a spring in opposed relation to each other, conduits connecting the pressure-diflerence-creating device to said abutment, and means acting on said abutment and spring to compensate for variations in the weight flow of air delivered by the compressor due to changes in air density and variations in the force of said spring.

9. In a control system foran aircraft cabin supercharger, the combination of a supercharger, a conduit connecting the discharge side of the supercharger to the cabin, a pressure-differencecreating device in said conduit for creating a pressure difierence which bears a definite relation to the rate of flow. speed regulating means for the supercharger including a movable abutment and a spring in opposed relation to'each. other, conduits connecting the pressure-difference-creatin device to said abutment, and a member connected to the abutment and subjected to atmospheric pressure to compensate for variations in the weight flow of air delivered by the compressor due to changes in air density.

10. In a control system for an aircraft cabin supercharger. the combination of a supercharger, a conduit connecting the discharge side of the supercharger to the cabin, a pressure-diiferencereating device in-said conduit for creating a pressure difference which bears aideilnite relation to the rate of flow, speed-regulating means for the supercharger including a movable abutment and a spring in opposed relation to eachother, conduits connecting the pressure-diflerence-creating device to the abutment, and a member connected to the abutment and subjected to atmospheric pres-sure to compensate for variations in the force of said spring.

11. In a control system for an aircraft cabin iations in the weight flow of air delivered by the compressor due to changes in air density and for variations in the force of said spring.

1 2. In a control system for an aircraft cabin supercharger, the combination of a supercharger,

' pa conduit through which air is supplied by he supercharger to the cabin, regulating means for the supercharger including a movable abutment and a spring in opposed relation to each other, means responsive to a conditionof the air supplied to the cabin by saidsupercharger for pcsitioning said abutment, and means responsive to altitude pressure for modifying the action of said abutment and spring.

13. In'a control system for an aircraft cabin supercharger, the combination of a supercharger, a discharge conduit connecting it to the cabin, driving means for the supercharger including a motor and a variable speed means for connecting the motor to the supercharger, regulating means for said variable speed means, and means responsive to changes of the rate of flow of air supplied by the superchanger to the cabin and to changes of atmospheric pressure for controllins saidregul-ating means to increase the speed of the driving means in response to decreasing rate of flow of air'frorn the supercharger and in response to decreasing atmospheric pressure.

14. In an aircraft supercharger system, a supercharger comprising a centrifugal compressor having a discharge conduit, means for driving the a supercharger, valve means for shutting off said conduit when the flow through it reaches a low value, a surge relief valve connected with said conduit, and means linking the surge relief valve to the valve means to effect opening of the sum valve when said valve means is closed.

15. In a cabin supercharger, a centrifugal compressor, a conduit connecting the discharge side of the compressor to the cabin, valve means for shutting ed the flow of air from the compressor to the cabin when the flow reaches a low value, and a surge relief valve means linked to said valve means for automatically connecting the discharge conduit to atmosphere when said first-named valve means closes. a

16. In a cabin supercharger, a centrifugal compressor, a conduit connecting the discharge side of the compressor to the cabin, a spring biased butterfly valve normally held open against the spring action by flow of air through said conduit to the cabin and closed by spring action when the flow reaches a certain low value, and a surge relief valve connected with a moving part of said first named valve to automatically open when said first named valve is closed to connect the discharge conduit directly to atmosphere.

1'1. In a cabin supercharger. a centrifugal compressor, a conduit connecting the discharge side of the compressor to the cabin, a valve responsive to flow of air through said conduit to the cabin which closes when the flow reaches a certain low value, and a surge relief valve mechanically linked to a moving part of said first named valve ,Which is automatically opened when the first ,named valve is closed to connect said conduit directly to atmosphere, said surge relief valve being of small area com-pared with' the area of the first named valve whereby upon increase in flow pressure will be built up to open the first named valve and close the surge relief valve.

18. For use in a system of the character des-cribed a regulating structure comprising a valve casing having a valve seat and a cylinder on each side of the seat, a valve body having a portion which cooperates with said seat and pistons located in said cylinder, said valve body having a central bore, a pilot valve located in said bore, said valve body being provided with passages controlled by the pilot valve which connect the bore to said cylinders, and a movable abutment, a piston exposed to atmospheric pressure and a spring acting on said pilot va-lve.

19.-In combination, ,a drive shaft, a supercharger, means including a fluid coupling connecting the drive shaft to the supercharger, means for regulating the supply oi fluid to the fluid coupling, and an overspeed governor driven by the supercharger for cutting oil! the supply 25 21. In combination, a supercharger, means in-- eluding a fluid coupling for driving the supercharger, said ooupling having a hollow shaft through which fluid is supplied thereto, a valve member in said hollow shaft for cutting oi! the flow of fluid therethrough to the coupling, and an overspeed governor responsive to the speed ,of the supercharger for positioning said valve member.

22. In combination, a supercharger, means including a fluid coupling having an impeller and a runner for driving the supercharger, automatic means for regulating the supply of fluid to the fluid coupling, and an overspeed governor driven by the runner for cutting oi! the supply of fluid to the coupling in case the speed of the supercharger exceeds a predetermined high value.

23. In a control system for an aircraft cabin supercharger, the combination of a supercharger,

a conduit connecting .the discharge side of the compensating for variations in atmospheric pres-v 'sure.

WILFRH) E. JOHNSON,

REFERENCES crran I The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,456,090 Bennett May 22, 1923 1,562,663 Strong Nov. 24, 1925 1,655,683 Standerwick Jan. 10, 1928 1,792,665 Torre Feb. 17, 1931 1,795,190 Weir Mar. 3, 1931 1,910,202 Crago May 23, 1933 2,002,057 Gregg May 21, 1935 2,151,075 Berger Mar. 21, 1939 2,208,554 Price T July 16, 1940 2,217,364 Halford et al. Oct. 8, 1940 2,228,239 Ammann Jan. 14, 1941 2,276,371 Cooper et al May 17, 1942 2,284,984 Nixon et a1, June 2, 1942 FOREIGN PATENTS Number Country Date 14,206 Great Britain 1913 214,954 Great Britain Sept. 4, 1924 369,612 Italy Mar. 25, 1939 379,754. Great Britain Aug. 18, 1932 493,962 France Dec. 17, 1918 834,704

France Mar. '3, 1938 

